Spring suspension for railroad cars



May 22, 1951 A. F. HICKMAN K 5 SPRING SUSPENSION FOR RAILROAD CARS Filed Sept. 27, 1945 5 Sheets-Sheet 1 INVENTOR y 1951 A. F. HICKMAN 2,553,583

SPRING SUSPENSION FOR RAILROAD CARS Filed Sept. 27, 1945 5 Sheets-Sheet 2 INVENTOR Maw 3 3 W M m ATTORNEYS A. F. HICKMAN SPRING SUSPENSION FOR RAILROAD CARS May 22, 1951 5 Sheets-Sheet 3 Filed Sept. 2'7, 1945 ip. ATTORNEYS May 22, 1 51 A. F. HICKMAN I 2,

7 SPRING SUSPENSION FOR RAILROAD cAR s Filed Sept. 27, 1945 5 Sheets-Sheet 4 ATTORNEYS INVENTOR Wa '4',

ATTORNEYS 5 Sheets-Sheet 5 INVENTOR BY i Ruin-HI u A. F. HICKMAN SPRING SUSPENSION FOR RAILROAD CARS May 22', 1951 Filed Sept. 27, 1945 truck.

STATES PA FFICE 2,553,583, 7 V SPRING SUSPENSION FonnAiLRoAn oAns V Albert F. Hickman, Eden, N.'Y., assignor to Hickman Pneumatic Seat Co. Inc., Eden, N. Y.,.a

corporation of New York I Application September 27, 1945, Serial No. 618,917

This invention relates to a spring suspension forrailroad cars and more particularly to such a spring suspension particularly adapted for freight cars where speed of travel, safety, stability, economy and freedom from payload disturbance are 'of prime importance and where the suspension is subjected to a high percentage of load variation. Features of the invention are also, however, applicable to passenger car suspensions.

This application is a continuation-in-part of my copending application for patent for Spring Suspension for Railroad Cars, Ser. No. 374,515, filed January 15, 1941 now Patent No. 2,386,795, granted October 16, 1945. l

A specific object of the present invention is to provide a torsion rod spring suspension for each end of each axle in which the torsion rods are horizontally disposed and which extend .substantially the full length of the truck frame without interference with the linkage connecting the axles with the truck frame and without the use of auxiliary motion transmitting devices.

Another specific object of the present invention is to provide a linkage connecting each axle with the resilient resistance means which includes pivot pins and in which the pins are mounted and interconnected so that there is even load distribution on the bearings for the pivot pins so as to more adequately support the heavy load imposed thereon in freight car service.

A further specific object of the invention is to provide such heavy duty linkage in which each axle assembly can readily be removed from the Another specific object of the present invention is to provide a torsion rod suspension having a simplified connection between the live end of each torsion rod and the linkage connecting the corresponding end of the axle with the truck frame.

A further specific object of the present invention is to provide a simple and effective transfer of the end thrust upon the linkage connecting the axles with the truck frame through the torsion rods to the dead ends thereof.

A further specific object of the invention is to provide such a spring suspension, including axle brackets fast to projecting ends of the axle, in which the axle brackets cooperate to hold the parts of the main bearings for the wheels in position.

Another specific object of the invention is to provide a simplified means for rendering each torsion rodinoperative in the event of break- 14 Claims. (01. 105- 182) age ofits companion torsion rod thereby to render the companion axlecompletely unsprung on both sides and to avoid danger of derailment.

. Other objects and advantages will be readily pension embodying thepresent invention.

freight car body (not shown) Fig. 2 is a fragmentary top plan view thereof.

Figs. 3 and 4 are enlarged, fragmentary vertical sections taken on the correspondingly numbered lines of Fig. 1.

Fig. 5 is a fragmentary laid out section of a torsion rod secured to the truck frame and the linkage connectin the live end of this torsion rod to the end of a corresponding axle, this section being taken generally on line 55, Fig. 3.

Fig. 6 is a fragmentary vertical sectional view, taken on line e s, Fig. 5. V

Fig. 7' is a fragmentary side elevational View, taken from line l'l, Fig. 5.

Fig. 8 .is an end elevational view, partlyin section, of the truck, this view being taken along line 8-8, Fig. 1.

Fig. 9 is an enlarged fragmentary horizontal section, taken generally on line 9-9, Fig. 8.

Fig. 10 is an enlarged, fragmentary vertical sectional view, taken on line lfll0, Fig. 1.

Fig. 11 is a section through a modified form 'of bearing used for anchoring the opposite ends of the crank arms on the frame of the vehicle,

this modified form of bearing bein particularly adapted to passenger cars.

- The invention is illustrated as supporting a swivel truck on the frame it] of which the car 'body (not shown) is mounted by means of a .center bearing 12.

The truck frame 10 is shown as supported on four flanged railroad wheels M which are shown as journaled on axles l5 and ride upon the rails it of the railroad track. The is supported at each end on a swivel truck asshown so that each trucksupports half the weight of the car body. It will also be understood that while a four wheel truck is shown, the invention can also be v embodied in a six wheel truck.

The truck frame It is shown as made of a single steel casting, although any suitable type of truck frame construction can be employed. The truck frame is shown as comprising two longitudinal side beams 20 which are box-shaped in cross section, these side beams each having a depressed central portion and upwardly inclining end portions which extend over each axle v the axle.

3 I5. These side beams 25 are rigidly connected at their ends by integral transverse end beams 2| and also by an integral center cross beam structure 22 which carries the center bearing !2. As best shown in Fig. 2, the center bearing portion of this center cross beam structure is connected with each longitudinal side beam by a pa'ir of beams 25 which diverge out- Wardly toward the longitudinal sidebeams 20.

The axles i5 are shown as being hollow, each axle having a bore 25 extending therethrough, these bores being closed at opposite ends of each axle by screw plugs 25. Each end of each axle is shown as having a, reduced portionZB providing an outwardly facing thrust shoulder 29 and a further reduced end 35 which extends through and beyond the corresponding railroad wheel .l 4 and provides an outwardly facing thrust shoulder 3 I.

Each wheel i5 is fast to an elongated tubular hub 35 whichextends inwardly from the wheel and embraces the reduced portions 28 and 30 :of At its inner end remote from the wheel E i, each hub 53 is provided with an enlarged bore s4 fitting the outer race of a ball hearing 35, the inner race 38 of which is fitted on the reduced portion 28 of the axle and against the thrust shoulder 25 thereof. The adjacent end of the tubular hub 33 can be closed by a dust seal 39.

The inner race 38 of the ball bearing 36 is held against the shoulder 29 by a sleeve 40 which fits the adjacent part 'of the reduced end 30 of the axle and which bears at its opposite end against the inner race 51 of a roller bearing 42.

The outer race .43 of this roller bearing 42 isfitted ina bore liat the outer end of the tubular hub 33. The adjacent end of the tubular hub 33 pan be closed by a dust seal 35 which is shown as contacting a sleeve 56 on the axle, thissleeve bearing against the end 'of the inner race 4| of the roller bearing 42.

The numeral 53 represents an axle bracket secured to each projecting end of the axle I5 at one end of the truck and the numeral a represents an axle bracket secured to each projecting end of the axle l5 at the other end 'of the truck. Except for size these axle brackets 50, 50a are identical in construction and hence the same description is applied to both the numerals of the axle bracket a being distinguished by the suffix a. Each axle bracket comprises a split tubular base or clamping portion 5| which embraces the end of the axle projecting beyond the adjacent railroad wheel 14 and bears against the end of the corresponding sleeve 46 so as to hold the railroad Wheel i4 and its bearings in proper position on the axle. The split of this base or clamping portion 5! of each axle bracket is shown as extending vertically upwardly from its bottom lengthwise of the axle, and the sides of the split are shown as drawn together by a plurality of bolts 52 so as to firmly clamp the projecting end 35 of the axle therebetween. The extending part of the axle bracket is in the form of a gooseneck 53, this extending part extending outwardly and upwardly from the axle and its extreme upper end curving inwardly and downwardly, as best shown in Fig. 3, and supporting a tubular axle pivot pin55 which is journaled at its extreme end.

As best shown in Fig. 5, this extreme depressed end of the axle bracket 50 is bifurcated to provide two spaced arms or knuckles 56 having alining horizontal bores 58 extending transversely of the axle. A series of bearings 59 are arranged in end-to-end relation in each of these bores and journal the tubular axle pivot pin 55 which extends through the two alining bores 58 of each axle bracket and has its opposite ends projecting outwardly therefrom. While the bearings 59 can be of any form they are shown as composed of bearing material impregnated with a lubricant and enclosed within a cylindrical metal shell.

7 A feature of the invention resides in loading the axle pivot pin 55 at "its projecting ends and also between the arms or knuckles. 56 so as to avoid bending strains on the axle pivot pin and to obtain uniform distribution of the load upon the several bearings 59. To this end a central fsh'ackle or link 83 is provided which has its upper end -iitted between the arms or knuckles '55 of the bifurcated axle bracket 5E3 and is provided with a bore 54 receiving the central part of the axle pivot pin 55, as best shown in Fig. 6. The lower end of this shackle 63 embraces the central part of a tubular crank arm pivot pin '65 and for this purpose is provided with a downwardlyopening rectangular jaw 65 the inner 'end of which terminates in a half round groove -65 which fits the'corresponding half of the crank arm pivot pin 55. Arectangular block 59 is fitted in the rectangular jaw 56 and has a half round groove 10 engaging the other half of the crank arm pivot pin 55. The crank arm pivot pin 55 is clamped between the block 69 and the groove '68 of the shackle 53 and to this end a bolt ll having a tapered shank is arranged in a tapered bore extending through the sides of the jaw 56 and the block 69 and is provided at its small end with a nut 12.

The tubular crank arm pivot pins 65 are journaled at the free ends of crank arms 15, 15a, these crank arms being journaled on the side beams 29 of the truck frame as hereinafter described, -to project generally horizontally outward ly therefrom. The crank arms 15 are associated with the axle brackets 55 and the crank arms 15a are associated with the axle brackets 55a. Except for a slight diiference in length these crank arms are identical in construction and hence the same description is applied to both, the reference numerals applied to the crank arm 75a being distinguished by the sufiix a.

As best shown in Fig. 5 the free end of each crank arm is bifurcated to provide two spaced arms or knuckles I5 having alining horizontal bores 18 extending transversely of the axle. A series of bearings 79 area'rranged in end-to-end relation in each of these bores and journal the tubular crank arm pivot pin '55 which extends through the two alining bores l8 and has its opposite ends projecting outwardly therefrom. While the bearings '19 can be of any form, they are shown as being identical to the bearings 59 and hence as composed of bearing material impregnated with a lubricant and enclosed within a cylindrical metal shell.

Each central shack-1e or link 63 thereby connects the central part of the corresponding tubular axle pivot pin 55 with the central part of the companion crank arm pivot pin 65 and has its opposite ends arranged between the knuckles or bifurcations 56 and T5 of the corresponding axle bracket '55 and crankvarm 15, respectively. In order to protect the bearings 59 and F9 for each axle pivot pin -55and crank arm pivot pin 65, suitable dust seals are preferablyprovided around each of these pins and between each knuckle'56, 16 and the opposing side of the central shack-1e or link 63.

The outer'end of each of the bores 58 and i8 5. is enlarged to receive the sleeve part 8| of a tubular thrust member 82, this tubular thrust memberhaving an integralradially extending washer-like portion 83 which fits the periphery of the corresponding tubular pin 55 or 85 and also fits against the adjacent end face of the corresponding axle bracket 59 or crank arm I5. An

annular dust seal 85 is shown as interposed between the outer extremity of the washer-like pore tion 83 of each tubular thrust member 82 and the opposing face of the axle bracket 58 or crank arm .15 and the opposite face of the washer-like portion of each tubular thrust member is'en-. .gaged by an annular fiat bearing 89 which can be of any suitable form and is shown as comprising a bearing material impregnated with a lubripreferably held in position by a snap ring 89 set in an external annular groove provided at each end of each of these pins and these parts of each thrust bearing are also preferably protected by a tubular metal ring 98 which fits the peripheries of the washer 88, flat annular bearing 86, washer-like portion 83 of the tubular thrust bearing 82, and dust seal 85 and which also fits around a boss formed on the opposing end of the corresponding axle bracket 58 and crank I5. Each washer 88 is provided with a pair of diametrically opposite lugs 92 which project axially and fit in notches 93 provided in the opposing faces of an end shackle or link 94. A pair of these end shackles or links 94 are provided for each pair of pins 55, 85, one at each end thereof. Each end of each of these links or shackles 94 is recessed, as indicated at 95, to receive the end of the corresponding tubular pin 55, 85 and concentric with each recess 95 is provided with a bore 98 for a bolt 98, the head 99 of which bears, through a lock washer I88, against one of the end shackles or links 94, and the castellated nut I82 of which bears, through a lock washer I83, against the opposite end shackle or link 94. Upon tightening the nuts I82 it will be seen that the end shackles or links 94 are drawn firmly into engagement with the tubular pins 55 and 85 so as to rotate therewith. Such rotation of the end shackles 94 with these tubular pins 55 and 85 can be insured by the provision I respectively. It will further be seen that all bearings are adequately protected against the entrance of dust and dirt and that since they are impregnated with lubricant, they require little servicing.

As best shown in Fig. 5, each crank arm I5 has an integral tubular hub I85 of substantial length and provided with cylindrical ends I88 which are journaled in bearings indicated generally at I88 and I88a. These bearings are identical except that the cylindrical bearing housing I89 of the bearing I88 is removably secured to the corre-v sponding longitudinal side beam 29 of the truck frame whereas the opposite cylindrical bearing housing 1% is integral with the corresponding longitudinal side beam of the truck frame. This is to permit removal of the crank arms from the truck frame. Each of these bearings I88, I88a is shown as including a metal'sleeve III] on the corresponding cylindrical end I88 of the crank arm and engaged by a pair of bearings i I I. These bearings are shown as each comprising a bearing material impregnated with lubricant and encased in a metal shell which is fit-.-'

ted in-the bore of the bearing housing. The ends of this bore of each bearing housing I89, I89a is shown as closed by a dust seal I I2.

The bore H5 through the tubular hub I85 of each crank arm l5, 'I5ais shown as being oval and as receiving the enlarged ovalled end II8 of a horizontal torsion rod I28. This feature of the suspension is described in detail in my Pat ent No. 2,213,004, dated August 27, 1940 covering a torsion rod mounting. The enlarged ovalled end H8 is also shown as pinned, as indicated at I2I, to the tubular hub I85 of each crank arm so that the end thrust imposed upon each crank arm I5, l5a is taken by its torsion rod I28.

As best shown in Fig. 1, the torsion rods I28 extend horizontally and parallel with one another and each extends from its crank arm l5,

85a to the opposite extremity of the truck frame where its dead end is anchored. In particular it will be noted that the torsion rods for each axle pass beyond the companion axle. This relation of the torsion rods, that is, having their dead ends extending beyond the companion axles and at the same time arranged in horizontal planes and parallel with one another is permitted by the slight difference in size of the axle brackets 58, 58a and the crank arms 15, 75a at the opposite ends of the truck, as hereinafter more fully described.

The dead end I23 of each torsion rod I28 is enlarged and ovalled as described in my said pat ent and is fitted in the ovalled bore I24 in the hub of an anchoring member 525, as best shown in Fig. 9. On one side of the hub each of these anchoring members I25 is provided with a pair of circumferential ridges I28 and on the opposite side with a pair of circumferential grooves I28. The ridges I28 of each anchoring member fit in I a pair of grooves I29 provided in a plate I39 which is shown as welded to the corresponding longitudinal side beam 28 of the truck frame and the grooves I28 receive the bends of a pair of U-bolts 582 the legs of which extend through the corresponding longitudinal side beams 28 of the truck frame and are secured thereto by nuts I33.

The enlarged ovalled dead end i 23 of each tor sion rod I20 is pinned, as by the bolt 35, to its anchoring member and it will therefore be seen that the thrust from each torsion rod 29 is transmitted to its anchoring member I25,- this thrust being transmitted to the corresponding anchoring plate I30 by the ridges I 28 and grooves I29. At the same time each torsion rod I28 is capable of turning its anchoring member I25 about the axis of the torsion rodalthough the anchoring members I25 are normally held against turning. In the event of the breaking of any torsion rod I20, however, the companion torsion rod is rendered inoperative by freeing its anchoring member I25, thereby to prevent derailment of the corresponding axle. This is accomplished by means generally similar to the,

egessisse I 'ction Show my? tent N0. 23-71-4 69, dated Maren 13-, 1945, for spring sus'p'ens'ion for 7 "to which reference is made {for a more detailed description, the means shown in the present application being constructed as ll sv Each anchoring member I25 is provided with an integral depending crank arm use and the beads or flanges I26 form an arcuate track for a c'xhfain tillgone end of this chain being anefhored in a lug m2 r l-med integrally with the anchori11g member. The free end of each decrank arm MB isformed to provide an outwardly facing horizontal'semicircular channel [43, the end'of each crank arm being made hookshaped for this purpose, as indicated at I'M. lnea'ch channel I43 is fitted a semicylindrical block M5 and the threaded end of a tension "rod I 16 extends through each liook-shaped'end l' i i I and semicylin'drical block M5 and is provided.

with a nut M8 bearing against theouter face :of the 'seilnicy1ihd1i ca1 block 'I'Q5. The fit of "each rod N8 in the opening through the correspond ing hook-shaped end We of the arm IE8 is 'sufiiciently loose to permit the semicylindrical block i l-5 to be effective as a bearing for the tension rod 146 in the channel I43. The opposite end of "each of th'e'tension rods is secured to the end ofthechain' m at'the opposite end of the same. axle with which the hook-shaped end is asso-- ciated.

, The modified form of bearing 568 shown in Fig. 11 is in substitution for the bearings 98, lfiBta' where the'suspension is used for sup-porting". a passenger car. These bearings support the cylindrical ends we of the tubular hubs I05 "of the crankarins 75, 15a and for use in passenger cars each cylindrical end 506 of these crank armsasshown in Fig. ll, is'provided with a bearing sleeve 15$ engaged by a pair of bearings I5i,. each of these bearings being preferably in the form of a cylinder 552 of bearing material irn pregnatedwith alubri'cant and having its periphery'aiid ends encased in a metal shell I53. The:

two bearings 'I'E'I are shown as backed by a metal sleeve Hie which is in turn backed by a sleeve lESYSf rubberor othersoft, resilient plastic material, this being held in a cylindrical metal sleeve i'fie'whieh is in turn fitted in'the cylindrical bore:

I58 of the bearing housing I59. Each bearing housing is secured to one of the longitudinal sidebe'ams 28 of the truck.

As a dust seal for the bearings shown'inl Fig. l1, a ring 166 of fibrous material is shown. p as having its periphery and outer end face en" cased by a metal ring lei which is L-shapeds in cross section and one of these rings is fitted in. each end of the bore i556 so that the sealing'ring I6!) fits against the cylindrical end I05 of the crank arm hub l5 and also against the ends 01 the'bearings Eel, metal sleeves lfieand I56 and. rubber sleeve 555. It will therefore be'seen thatadequate dust seals areprovided for the'bearings- M9 :and that the rubber sleeves I55 provide an additional resilience in passenger car service to improve the ride.

- In the operation of the suspension, the upward. movement'of 'theend of any axle l5, togetherwith itsaxle bracket '5 or "56a, effects, through; the corresponding tubular axle pivot-pin 55,'an upward movement of the central shackle 63 and end shackles 94" which are under tension and slant *upwardly and inwardly "from the tubularcrank arm pivot pin '65 I to the tubular ax-Ie pivotg V we pin55,"th'ese tubular pi'ns rotating in the lu'br ica'l'it' impregnated bearings '59 and respect ly. This effects an upward movement of the "e of the corresponding crank arm IE -or tea which crank arm is journaled on-the correspending longitudinal side beam of the truck he e y ine bearings set, see. This twists the e alledli-veend "I It of the corresponding torsion rod I20, fthisovalled live end H6 being fitted in the civalled bo're (if the tubular hubof'the crank t ane-ms ovalled dead end I23"of-'this-t0rsion *rod being normally held against rotation by its arichoringrhember 125. It will beseen that'the "torsion "rods I provide the resilient resistance toftlre"'assiiint'zd upward movement-of any axle endf'the' -opposite deadends of these torsion rods being anchored in the 'truck "frame.

' With' e suspension shown, it will'be "seen that i the ""mpanion'torsion 'ro'ds I 20 for any axle are i'twisted in opposite directions by the load and "that't e vertically 'x'tending'lever arms I 3 are "se'arrange ss tobe u'rg'edoutwardly away from ea'ch'otliefiby the load imposed on these torsion :rods 'ltwill therefdrebe seen that if any'torsion ihdfifi'o'uld' breakfth'e anchoringmember I 0f fits'coihp'anion"t6rsion rod forthe same axleis .ihstantlyf'fre'd, through the corresponding ten- ?sioniod'l ls andchain I4 I,'so as'to offer no 7' tance to the turnin or this companion torod and'henee to render it inoperative. This 15 ev n'ts'li'fting of the wheel associated with this lcomiianiontorsion rod and pos's'ible derailment 6f the truck- At the'same time the tension rod and chain-connection between each companion painof torsion rods does not eflect :any load transfer" from one wheel to-theother in normal -.ss rviee. I tswith rny said copendingpatent application, it will be seen th at when the end of any axle is so famed-upwardlyrelative to the truck frame (or vice versa when the-truck frame is forced downwardly relativeto the axle under theinfluence of momentum) the effective resilient opposing force of the corresponding torsion rod I29 increases at Eage m'etric and not an arithmetic rate so as to provide variable resistance of the accelerated ingersess y s during upward movement of each an end relative to the truck frame and of the accelerated "decrease type during downward movement of each axle endrelative to the truck frame.

Theiprovision of the shackles 553, fle likewise permits independent lateral movement of the axles I5'relative to the truckframe and by the ward and inward slant-of these shackles each :axle" tends to centralize'itself and at the same timeto provide lateral cushioning against endwise'rr'ioverr'ientoffthe axles aswell as to avoid wheel {tramp as dicussed in greater detail in 'E'rh'y"said copending-application. Also, as de- E'scribedin greater detail in my said copending application-the arrangement of the linkage pro- :vides' effective spring centers which are at least %"6ftht'rtk Width Outside of the Wheels M Ito provides; marked'increase in stability and to eliminate the need for anti-roll devices, such as torsion"bar"stabili2ers andthe like. The suspen- "siorf alsois non-bottoming due to the crank arms and shackles being capable of straightening out relativeto eachotherpas discussed in "my .said cope'ndingapplication, and all brake and drive torque is resisted 'by 'the' axle brackets, shackles, crank arms-and their'pivotpins. Also the means "whereby resilience is'f ffective does not involve frictional resistance andhen'ce' is non-energy ab- 9" sorbing in its action and the suspension is so designed that the torsion rods I20 are not sub-' jected to stresses more than one-half their elastic limits so that there is little danger of these torsion rods breaking.

As previously indicated a feature of the invention resides in the fact that the torsion rods I20 are all horizontally disposed and parallel and extend substantially the full length of the truck frame without interference with the other parts of the suspension and without requiring the use of relays, relays being devices for transferring motion from one place, as from the hub I55 of each crank arm, to the liveend of a torsion rod located remotely therefrom. This object is ac complished in the present suspension by the differential in size of the axle brackets 59, 50a and the crank arms I5, 15a at the opposite ends of the truck frame. Thus, as best illustrated by full and dotted lines in Fig. 3, and also in Fig 1, the axle brackets Elaat one end of the truck frame are considerably higher than the axle brackets 50 at the opposite end of the truck frame. The torsion rods I20 for the axle brackets 55a are accordingly journaled at a higher level on the longitudinal side beams 20 of the truck frame so that the torsion rods I20 for the higher axle brackets 50a are arranged above and parallel with the torsion rods I20 for the axle bracket 5e, these torsion rods all being horizontally disposed. At the same time it is desirable that the linkage and torsion rods for all the axle ends have substantially the same response and to this end the crank arms 15a associated with the higher axle brackets Eta are slightly longer than the crank arms I5 for the axle brackets 5i] and normally incline downwardly and outwardly at a slightly greater angle. This differential in the normal angularity of the crank arms l5 and 15a will be apparent from a comparison of Figs.'3 and 4. It has been found that this slight differential in the length and angularity of the crank arms 15, 15a does not appreciably change the ride characteristics of the linkage at the opposite ends of the truck and at the same time fully compensates for the required differential in height between the axle brackets 50 and 59a.

It will also be noted that the axle brackets 50, 55a are clamped to the projecting ends of the axles in position to hold the sleeves dB and 40 and inner races of the main bearings 36 and 42 in position thereby to hold the railroad wheels It in proper position on the axles I5. This positioning is primarily determined by the shoulders 29 on the axle and hence the adjustment of the axle brackets 58, 50a to maintain this adjustment is not critical, it being merely necessary to the "axle brackets be .butted up against the sleeves 63 connecting the axle pivot pins 55 with the crank arm pivot pins 65 in addition to the end shackles 94 therebetween. Without the provi- At the same time the construction of the central moved by removing the tubular pivot pins 55,

65. Thus the end shackles 94 can readily be removed by removing the bolts 98. The central shackle 63 is readily loosened by loosening the tapered pin I I. The tubular pins 5", 55 can then be readily removed by removing the snap rings 88 at either end thereof. While the tubular pivot pins 55, 65 and the shanks of the bolts 98 therein are shown as separate members these could, of course, be integral if desired.

It will also be observed that the thrust, longitudinally of the track, from any axle, as from drive and brake torque reactions, is carried. through the axle brackets 50, a, end thrust bearings of the tubular pivot pins 55, and crank arms I5, 15a directly to the corresponding torsion rods E20 through the pins l2I. This thrust is carried to the anchoring members I25 of these torsion rods through the pins I35. The necessity for heavy thrust bearings between the crank arms I5, 15a is thereby avoided and at the same time all brake and drive torque reactions are carried directly through the suspension without auxiliary rods or braces. It will also be noted that both the radial and thrust bearings for the pivot pins 55, 65 are of simple and rugged constructionf are free from lubrication difficulties; and adequately protected against the entrance of dust and dirt.

It will also be seen that the construction of the lever arms I40 with their curved ends providing-a direct bearing for the blocks I45 of the tension rods I46 provides a simplified construction of the means for rendering any torsion rod I20 inoperative if its companion torsion rod present invention provides a torsion rod spring sion of these central shackles, the heavy loading" upon the suspension would tend to bow the pivot pins 55, 65, the load thereby being imposed unevenlyon the bearings 59, '59. By the provision of the central shackle 63 the length of the pivot pins 55, 55 is, in eifect, reduced and; hence an ven. loading of e b a ngs 191$ i sures.

suspension in which all parts of the suspension are contained within a swivel truck and which produces the desirable ride characteristics for a freight car, especially at high speed, and at the same time provides the necessary stability. It will further be seen that the present invention provides a suspension which is light in weight and will function to provide improved ride characteristics with little attention or danger of breakdown.

I claim as my invention:

1. A spring suspension for carrying the bodyv supporting frame of a railroad car, comprising a pair of spaced parallel axlesarranged in sub-- stantially the same horizontal plane, a car wheel supporting each end of each of said axles, an axle bracket mounted on each end of each of said axles and having its upper end arranged outside of the vertical plane of the annular line of con-' tact of the adjacent car wheel with its rail, a pair of horizontal torsion rods mounted one above the other on each side of said frame above said axles and extending transversely of said axles and each having one end arranged above the end of a corresponding axle and its other end extending beyond the corresponding end of the other axle,

means anchoring said other end of each torsion rod to said frame at a point beyond said corresponding end of the other axle, a horizontal axle pivot pin mounted on the upper end of each axle bracket to extend transversely of said axles, the axis of one pivot pin on each side of said frame being arranged a. greater. distance above assassin Iii said horizontalplaneof said axlesthan ther'axis of: the otherpivot pin on the: same; side of: said. frame, means operatively connecting. the. saidone ends of the upper torsion rods to the. higher of? said. axle pivot pins and. means operatively connecting the said one endsof the lower torsion rods. to: the lower of said axlepivot pins;

A. spring suspension for carrying thebody supporting frame of arailroad car, comprising a pair of spaced axles arranged in substantially the: same: horizontal pl'anef,.a car wheel supporting each end of each of said axles, an axle bracket'. mountedi oneac'hi end. of each of' said axles and having its upper end arranged outside of the vertical plane of'thea annular line of contact of the adjacent cart wheel. with its rail and the effective: upper: ends of the axle brackets for one axis: heihgfhigher than. the: effective upper ends of the: axle-brackets for the: other: axleg. a pair: of? torsion rods mounted one. above the other on;

each side of said frame above said axles and extending transversely of: said axles and each havingiits live end= arranged above the end? of-a corresponding axle and; its dead. end extending. be-

yond? the: corresponding end of the; other axle,

meansanchoring said: dead end of each torsion rode to said frame: at a point beyond said corresponding end of the other axle, a relativelylongcrank arm secured. to! the live. end of each of? the upper torsion rods, a relatively short crank arm: secured to thelive end of each. of the lower;

torsion: rods,v a;- tension shackle pivotally con;-

necting each of said relatively long crank: arms.-

with. theeffective upper endof a. corresponding one of said higher axle brackets, av shackle pivota-llyconnecting each of said. relatively short crank arms-with the effective upper endiof a cor.- responding: oneof said lower. axle. brackets, each of said. shacklesextending downwardly: from its axle bracket to the corresponding crank. arm, said axle and. having, its outer end arranged outside of the vertical. plane of the annular line of: con- .tact of the adjacent car wheel with its rail, a

crank arm journaled on said frame to swing about a generally horizontal axis extending transversely of said axle. and. extending generally horizontally outward! with its free end arrangedbelowsaid outer end. of said axle bracket, a pair of. spaced coaxial. bearings carried by said free end oi said crank arm with the axis thereof extending horizontally and transversely ofsaidaxle, a crank armpivot. pin journaled in said pair of bearings, a pair of spaced coaxial bearings carried by said outer end of said axle bracket with the axis thereof extending horizontally and transversely of said axle; an axle pivot pin jour-- naled in said lastpair of bearings, a central shackle connecting thepart of said crank arm p vot pin intermediate said first pair of bearings: the part of said axle pivot pin intermediate said second pair of bearings, and end shackles connecting. the opposite ends of said axle. and crank arm. pivot pins.

4-.. In a spring suspension for carrying the body supporting frame of a railroad car, an axle, a car wheel supporting one end of said axle, an axle F 1E2 bracket: mounted on said: one endof: said axle. and havingqitstouter. end arrangedi outside of thevertical= plane of. the annular line of contact ofthe. adjacent car; wheel, with its rail, a crank. arm journaled on said frame to; swing about a horizontal, axisextending transversely of said axle and extending generally horizontally outwardly with its free end arranged below said outer end: of said axle bracket, a pair of spaced coaxial bearings carried bysaid free end of said crank arm withthe axis thereof extendin horizontally and transversely of said axle, a crank arm pivot pin journaled in said pair of bearings; a pair of spaced coaxial bearingscarried by said outer end of said axlebracket with theaxis thereof extend ing; horizontally and transversel of said axle, an. axle pivot pin journaled: in said last pair of bear ings, a central tension shackle connecting the parttof, said; crank armpivot pin intermediate, said first pair of bearings with the part ofsaid axle pivot'pin intermediate said second pair of bearings, end tension shackles connecting the opposite; endsof' said axle and crank arm pivot pins, said. crank arm, shackles and axle bracket permitting vertical and lateral movement of saidaxlerelativeto said frame, and means anchored on said frame and yieldingly resisting movement of said crank arm to resist vertical and lateral movement of said axle relative-to said frame.

5; In a spring suspension for carrying the body supporting frameof a railroad car, anaxle, a car wheel supporting one end of said axle, an axle bracket mounted on said one end of said axle and having itsouter end bifurcated to provide a pair ofhorizontal knuckles spaced transversely of the axle andarranged outside of the vertical plane of the: annular line of contact of the adjacent car wheel with its rail, a crank arm journaledon said frame to swin about a horizontal axis ex-- tending transversely of said axle'and extending horizontally outwardly with its free end bifur-- catedz to provide a pair of horizontal knuckles spaced transversely of the axle and arranged be: lowsaid outer end of said axle bracket, coaxiat bearings carried by the knuckles of said crank arm. with the axis thereof extending horizontally and transversely of said axle; a crank arm pivot: pin journaled in said bearings, coaxial bearings carried by the knuckles of said axle bracket withthe axis thereof extending'horizontall-y and transversely of said axle, an. axlepivot pin journaled in: said last pair of bearings, a central shackle connecting the part of said crank arm pivot pin between said crank arm knuckles with the part of said axle pivot pin between said axle bracket knuckles, end: shackles connecting the opposite ends of saidaxle and crank arm pivotpins, means anchored on said frame and yieldinglyresisting movement of said crank arm, each of said shackles extending downwardly from said axle bracket to the corresponding crank arm, said crank arm,

shackles. and axle bracketpermittingvertical and lateral movement of said axle relative to said frame 6. In a spring suspension for carryin the body supporting frame of. a railroad car, an axle, a car wheel supporting one end of said axle, an axle bracket mounted on said one end of, said axleand having its outer end arranged outside of the ver tical plane of the annular line of contact of the adjacent car wheel with its rail, a crank arm journaled on said frame. to swing about a horizontal axis extending transversely of said axle and extending generally horizontally outwardly with its free end arranged below said outer end of said axle bracket, a pairof spaced coaxial bear- 13 ings carried by said free end of said crank arm with the axisthereof extending horizontally and transversely of said axle, a crank arm pivot pin journaled in said pair of bearings, a pair of spaced coaxial bearings'carried by said outer end of said axle bracket with the axis thereof extending'horizontally and transversel of said axle, an axle pivot pin journaled in said last pair of bearings, a central tension shackle connecting the part of said crank arm pivot pin intermediate said first pair of bearings with the part of said axle pivot pin intermediate said second pair of bearings, end tension shackles connecting the opposite ends of saidvaxle and crank arm pivot pins, said crank arm, shackles and axle bracket permitting vertical and lateral movement of said axle relative to said frame, and means anchored on said frame and yieldingly resisting movement of said crank armto resist vertical and lateral movement of said axle relative to said frame, said central shackle comprising a link apertured at one end to receive one of said pins and bifurcated at its opposite end tofit the opposing side of the other of said pins, and a block removably secured in the bifurcated end of said link and holding said other of said pins in seated engagement with said link.

7. In a spring suspension for carrying the body supporting frame of a railroad car, an axle, a car wheel supporting one end of said axle, an axle bracket mounted on said one end of said axle and having its outer end arranged outside of the vertical plane of the annular line of contact of the adjacent car wheel with its rail, a crank arm journaled on said frame to swing about a horizontal axis extending transversely of said axle and extending generally horizontally outwardly with its free end arranged below said outer end of said axle bracket, a pair of spaced coaxial bearings carried by said free endof said crank arm with the axis thereof extending horizontally and transversely ofsaid axle, a crank arm pivot pin journaled in said pair of bearings, a pair of spaced coaxial bearings carried by said outer end of said axle bracket with the axis thereof extending horizontally and transversely of said axle, an axle pivot pin journaled in said last pair of bearings, a central tension shackle connecting the part of said crank arm pivot pin intermediate said first pair of bearings with the part of said axle pivot pin intermediate said second pair of bearings, end tension shackles connecting the opposite ends of said axle and crank arm pivot pins, said crank arm, shackles and axle bracket permitting vertical and lateral movement tact of the adjacent car wheel with its rail, a crank arm comprising a tubular fulcrum portion and a free end portion, a pair of bearings fast to said frame and journaling the opposite ends of said fulcrum portion of said crank arm to swing about an axis arranged above said axle with said free end portion extendin generally horizontally outwardly from said wheel toa position below the said upper end of said axle bracket,

an axle pivot pin carried by said upper end of said axle bracket, a crank arm pivot pin carried by said free end portion of said crank arm, tension shackles extending upwardly from said crank arm pivot pin to said axle pivot pin and permitting vertical and lateral movement of said axle relative to said frame, a torsion rod arranged coaxial with said tubular-fulcrum portion and having its free end secured therein intermediate said bearings to rotate therewith, and means securing the dead end of said torsion rod to said frame thereby to yieldingly resist movement of said crank arm.

9. In a spring suspension for carrying the body supporting frame of a railroad car, an axle, a car wheel supporting one end of said axle, an axle bracket mounted on said one end of said axle and having its outer end arranged outside of the plane of the annular line of contact of the adjacent car wheel with its rail, a crank arm comprising a fulcrum portion and a free end portion, radialbearing means fast to said frame and journaling said fulcrum portion on an axis extending horizontally and transversely of said. axle with said free end extending generally horizontally outwardly to a position below the outer end of said axle bracket, said radial bearing means permitting movement of said crank arm along said axis, an axle pivot pin carried by said outer end of sid axle bracket on a generally horizontal axis extending transversely of said axle, a crank arm pivot pin carried by said free end portion of said of said axle relative to said frame, and means anchored on said frame and yieldingly resisting movement of said crank arm to resist vertical and lateral movement of said'axle relative to said frame, said central shackle comprising a link apertured at one end to receive one of said pins and bifurcated at its opposite end to fit the opposing side of the other of said pins, a block removably fitted in the bifurcated end of said link and engaging the other side of the other of said pins, and a tapered pin extending through the bifurcations of said link and said block and movable to clamp said other of said pins between said crank arm and arranged generally parallel with said axle pivot pin, a pair of spaced shackles con-' necting said pivot pins and transmitting brake and drive torque reactions to said crank arm, a torsion rod arranged generally coaxial with the fulcrum portion of said crank arm, means securing the live end of said torsion rod to said fulcrum portion of said crank arm against relative turning and end movements whereby said brake and drive torque reactions are transmitted as end thrust to said torsion rod, and means anchoring the dead end of said torsion rod on said frame against both turning and end movements.

10. In a spring suspension for carrying the body supportin 'frame of a railroad car, an axle, a car wheel supporting one end of said axle, an axle bracket mounted on said one end of said axle and having its outer end arranged outside of the plane of the annular line of contact of the adjacent car wheel with its rail, a crank arm com-- prising a fulcrum portion and a free end portion, radial bearing means fast to said frame and journaling said fulcrum portion on an axis extending horizontally and transversely of said axle with said. free end extending generally horizontally outwardly to a position below the outer end of said axle bracket, said radial bearing means permitting movement of said crank arm along said axis, an axle pivot pin carried, by said outer end of said axle bracket on a generally horizontal axis extending transversely of said axle, a crank arm pivot pin carried by said free end portion of said crank arm and arranged generally parallel with said axle pivot pin, a pair of spaced shackles connecting said pivot pins and transmitting brake.

and drive torque reactions to said crank arm, a torsion rod arranged generally coaxial with the fulcrum portion of said crank arm, means securing the live end of said torsion rod to said fulcrum portion of said crank arm against relative turning and end movements whereby said brake and drive torque reactions are transmitted as end thrust to said torsion rod, and means anchoring the dead end of said torsion rod on said frame against both turning and end movements, comprising a socket member receiving the dead end of said torsion rod, means fixing said socket member to said frame and a cross pin extending through said socket member and the dead end of said torsion rod.

7 11. In a spring suspension for carrying the body supporting frame of a railroad car, an axle, a car wheel supporting one end of said axle, an axle bracket mounted on said one end of said axle and having its outer end arranged outside of the plane of the annular line of contact of the adjacent car wheel with its rail, a crank arm comprising a tubular fulcrum portion having an out-of-round through bore and a free end portion, radial bearing means fast to said frame and journaling said fulcrum portion with the axis of said bore extending horizontally and transversely ofsaid axle and with said free end extending generally horizontally outwardly to a position below the outer end of said axle bracket, said radial bearing means permitting movement of said crank arm along said axis, an axle pivot pin carried by said outer end of said axle bracket on a generally horizontal axis extending transversely of said axle, a crank arm pivot pin carried by said free end portion of said crank arm and arrangedgenerally parallel with said axle pivot pin, a pair of spaced shackles connecting said pivot pins and transmitting brake and drive torque reactions to said crank arm, a torsion rod having a coaxial out-oi-round live end fitting in said bore, a pin extending through said fulcrum portion of said crank arm and said live end of said torsion rod whereby said brake and drive torque reactions are transmitted as end thrust to said torsion rod, and means anchoring the dead end of said torsion rod on said frame against both turning and end movements.

12. In a spring suspension for carrying the body supporting frame of a railroad car, an axle, a car wheel supporting one end of said axle, an axle bracket mounted on said one end of said axle to project upwardly therefrom and arranged out.-

side of the vertical plane of the annular line of contact of the adjacent car wheel with. its rail, a crank arm journaled on said frame to swing about a generally horizontal. axis extending transversely of said axle and extending generally hori-. zontally outwardly with its free end arranged adjacent said axle bracket, the upper end of said axle bracket and the free end of said crank arm being each bifurcated to provide a pair of knuckles and being each provided with a bore extending through said knuckles generally par-.

allel with said axis, bearings fitted in each of said 16? bores, a pivot pin extending through the bores of each pair of knuckles and journaled in the bearings therein, a central tension shackle. connecting the par-ts of said pins between said knuckles and in closely spaced relation to said knuckles, end tension shackles connecting the opposite ends of said pins, thrust bearings l;-e

tween said end shackles and the adjacent parts of said knuckles, and means resiliently restraining rotation of said crank arm.

13. In a spring suspension for carrying the body supporting frame of a railroad car, a pivotal connection between a part having a bore and a pair of shackles, comprising bearings fitted in said bore, a pivot pin arranged in said bore and journaled in said bearings, said shackles connecting with the outer ends of said pin, and thrust bearings at each end of said pin, comprising a sleeve fitted in each outer end of said bore and having a radially outwardly extending thrust bearing face at its outer end, an annular washerlike thrust bearing seated against each of said faces, a washer seated against the outer face of each of said thrust bearings, and an interfitting lug and recess connection between each of said washers and the adjacent part of the corresponding shackle and compelling them to move in unison.

14. In a spring suspension for carrying the body supporting frame of a railroad car, a pivotal connectiong between a part having a bore and a pair of shackles, comprising bearings fitted in said bore, a pivot pin arranged in said bore and having an enlarged cylindrical central part journaled in said bearings and projecting outwardly from said bore and having threaded end extremities of reduced diameter, thrust bearings interposed between said end extremity of each pin and the face at the adjacent end of said bore, said shackles connecting with the outer ends of said pin and having sockets receiving said projecting enlarged central part of said pin and provided with bore through which said threaded end extremities of reduced diameter extend, and nuts on each of said threaded extremities of reduced diameter and holding said shackles against the enlarged central part of said pin.

ALBERT F. HICKMAN.

REFERENCES CITED The following references are of record in the i e th s pa nt:

UNITED STATES PATENTS 

